Method and system for performing a package pre-load operation in accordance with a dispatch plan

ABSTRACT

The present invention provides systems and methods for electronically-capturing a destination address of a package and for using the destination address to automate a package pre-load operation. An embodiment of the invention includes a compression system for compressing the destination address as a compressed MaxiCode symbol, a smart shipping label system for generating a shipping label with a compressed MaxiCode and a pre-load assist system for generating package handling instructions from the electronically-captured destination address.

RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.12/180,976, filed Jul. 28, 2008 and entitled “Method and System forPerforming a Package Pre-Load Operation in Accordance with a DispatchPlan,” which is a divisional of U.S. application Ser. No. 11/673,891,filed Feb. 12, 2007, now issued as U.S. Pat. No. 7,421,311 and entitled“Method & System for Performing a Package Pre-Load Operation inAccordance with a Dispatch Plan,” which is a continuation of U.S.application Ser. No. 11/364,594, filed Feb. 27, 2006, now issued as U.S.Pat. No. 7,194,331, entitled “Pre-Load Data Capture and HandlingInstruction Generator for Parcel Sorting,” which is a divisional of U.S.application Ser. No. 10/015,541, filed Dec. 11, 2001, now issued as U.S.Pat. No. 7,039,496, entitled “Compression Utility For Use With SmartLabel Printing and Pre-Loading,” which claims the benefit and priorityof U.S. Provisional Application No. 60/254,661, filed Dec. 11, 2000, allof which are incorporated by reference herein in their entirety.

FIELD OF THE INVENTION

Systems, methods, processes and computer program products of the presentinvention to capture, store and print package level detail in amachine-readable format to allow automation of the pre-load sortationprocess of a parcel delivery service.

BACKGROUND OF THE INVENTION

The need to store, manipulate and transmit package level detail isbecoming increasingly important in the package transportation industry,especially as new sortation technologies and processes are developed.The volume of packages grows exponentially each year, along withcustomer requirements for greater package tracking and faster delivery.These factors present an ongoing challenge to shippers throughout thecountry and shippers work continuously to automate the sortation processto meet this challenge. Much of the success of this effort depends onthe shipper's ability to acquire enough detail to effectively routepackages through the sortation system and ultimately, onto a shelf in apackage car.

A critical stage in a package delivery system is the pre-load sortationof packages that occur at a carrier destination facility. Pre-loadsortation is a process in which carrier pre-loaders load packages ontodelivery vehicles for delivery to the ultimate destination. A carrierdestination facility generally has a plurality of package cars that arepre-loaded simultaneously and each package car has a variety ofpotential load positions. Pre-loaders have the responsibility ofensuring that the packages are loaded on the correct shelf of thecorrect package car and, to date, this process has been manual.Pre-loaders physically examine the destination address on the packagelabel and determine from memory or from written pre-load charts, whichpackage truck delivers to that address and which shelf on the truckholds the packages for that address. This is a complex task and requiresthat pre-loaders receive extensive training on how to properly loadpackages. Not surprisingly, the manual intensiveness of this pre-loadprocess causes errors in pre-loads and increased training costs. Intoday's environment with high turnover rates, the increased trainingtime negatively impacts the ability to create and sustain a workforcecapable of providing quality loads.

Dispatch plans are integrally related to the pre-load process. Ingeneral, a dispatch plan is the schedule or route through which acarrier assigns work to carrier service providers (such as package cardrivers) to efficiently coordinate and schedule the pickup and deliveryof packages. Dispatch plans are well known in the carrier industry andare used daily by commercial carriers to manage driver delivery routes.Dispatch plans are also integrally tied to the pre-load process as apre-load depends in large part on the dispatch plan assigned to thedelivery vehicles that are loaded. Because pre-load handlinginstructions are based upon a dispatch plan, significant changes to adispatch plan often resulted in changes to the pre-load process. Becausethe pre-load processes known in the art are knowledge-based, a carrieris limited on how often it can change a dispatch plan without disruptingthe pre-load process. This inflexibility in dispatch planning results ininefficient delivery routes and untimely deliveries.

A need therefore exists in the industry for a system that automaticallygenerates pre-load instructions for packages in a pre-load. Thepresentation needs to be sufficiently simple to understand that aninexperienced pre-loader can correctly perform a pre-load.

Another need that presently exists is for a system that captures andelectronically provides package destination address information at thecarrier destination facility. A pre-load system configured to providehandling and pre-load instructions for a package necessarily requiresthe package destination address information to generate the handlinginstructions.

Still another need exists for a system that automatically updates apre-load scheme based upon a change to a dispatch plan.

Thus, an unsatisfied need exists for improved systems for handlingpackage pre-loading operations that overcomes deficiencies in the priorart, some of which are discussed above.

SUMMARY OF THE INVENTION

The present invention provides systems and methods forelectronically-capturing a destination address of a package and forusing the destination address to automate a package pre-load operation.An embodiment of the invention includes a compression system forcompressing the destination address as a compressed MaxiCode symbol, asmart shipping label system for generating a shipping label with acompressed MaxiCode and a pre-load assist system for generating packagehandling instructions from the electronically-captured destinationaddress.

In accordance with an embodiment of the present invention, a system forgenerating a shipping label with a destination address encoded as amachine-readable symbol is disclosed that includes a client applicationin electronic communication with a shipping label tool and a shippinglabel generator in communication with the shipping label tool and theclient application, the shipping label generator configured to generatethe shipping label and pass the shipping label to the clientapplication.

In accordance with another embodiment of the present a package pre-loadsystem is disclosed that includes a pre-load assist server, a pre-loadapplication residing on the pre-load assist server and configured toreceive a dispatch plan and generate a pre-load scheme based at least inpart on the pre-load scheme, and a pre-load package handlinginstructions application configured to generate package handlinginstructions based at least in part on a package destination address andthe pre-load scheme.

In accordance with another embodiment of the present invention, a methodfor compressing geographical location data is disclosed that includesthe steps of analyzing a set of data to identify one or more characterstrings that appear with the greatest frequency in the data, associatinga unique pattern to each of the identified one or more character stringsand substituting the one or more character strings with the associatedunique pattern.

In accordance with another embodiment of the present invention, a methodfor loading a package on a delivery vehicle is disclosed that includesthe steps of capturing electronically a destination address of apackage, generating package handling instructions based at least in parton the electronically-captured destination address and loading thepackage on the delivery vehicle based at least in part on the packagehandling instructions. In another related embodiment, the steps ofscanning a machine-readable symbol on a shipping label to obtain acompressed destination address and decompressing the compresseddestination address is disclosed. In another related embodiment, thesteps of performing an address validation routine against theelectronically-captured destination address and prompting a packagepre-loader to review the electronically-captured destination address ifthe validation routine returns an error is disclosed. In another relatedembodiment, the steps of identifying a delivery vehicle associated witha destination address, identifying a load position on the deliveryvehicle and generating a package assist label that identifies thedelivery vehicle and load position is disclosed.

In still another embodiment of the present invention, a method ofdelivering a package to a destination address associated with thepackage is disclosed that includes the steps of encoding at least aportion of the destination address as a machine-readable symbol at afirst location, affixing the machine-readable symbol to the package,sending the package to a second location, decoding the destinationaddress from the machine-readable symbol, generating package handlinginstructions based at least in part on the decoded destination addressand delivering the package to the decoded destination address. Inrelated embodiments, the steps of generating a package assist label thatidentifies a delivery vehicle and a load position on the deliveryvehicle, placing the package on the delivery vehicle at the identifiedload position and using the delivery vehicle to deliver the package tothe destination address is disclosed.

BRIEF DESCRIPTION OF THE DRAWINGS

Having thus described the invention in general terms, reference will nowbe made to the accompanying drawings, which are not necessarily drawn toscale, and wherein:

FIG. 1 is a high-level flowchart that shows a process for MaxiCodecompression and decompression.

FIG. 2 is an illustrative data specification for an interface string.

FIG. 3A illustrates a destination address as it appears on a shippinglabel.

FIG. 3B illustrates a destination address reformatted as an uncompressedinterface string.

FIGS. 4A-4H is an illustrative compression substitution table.

FIG. 5 is an illustrative data specification for a label string outputfrom a compressor.

FIG. 6 is an illustrative smart shipping label.

FIG. 7 illustrates the architecture of a system for generating smartshipping labels in accordance with an embodiment of the presentinvention.

FIG. 8 illustrates the architecture of a smart label tool in accordancewith an embodiment of the present invention.

FIG. 9 is a high-level diagram that illustrates the operation of apre-load assist system in accordance with an embodiment of the presentinvention.

FIG. 10 is an illustrative package assist label.

FIG. 11 illustrates a first layer of a map overlay of a dispatchplanning system.

FIG. 12 illustrates a second layer of a map overlay of a dispatchplanning system.

FIG. 13 illustrates a third layer of a map overlay of a dispatchplanning system.

FIG. 14 illustrates a fourth layer of a map overlay of a dispatchplanning system.

FIG. 15 is a process flow diagram that shows how a routing systeminterfaces with an address information and sequencing system to generatepre-load sorting and loading instructions.

DETAILED DESCRIPTION OF THE INVENTION

The present invention now will be described more fully hereinafter withreference to the accompanying drawings, in which preferred embodimentsof the invention are shown. This invention may, however, be embodied inmany different forms and should not be construed as limited to theembodiments set forth herein; rather, these embodiments are provided sothat this disclosure will be thorough and complete, and will fullyconvey the scope of the invention to those skilled in the art. Likenumbers refer to like elements throughout.

Many modifications and other embodiments of the invention will come tomind to one skilled in the art to which this invention pertains havingthe benefit of the teachings presented in the foregoing descriptions andthe associated drawings. Therefore, it is to be understood that theinvention is not to be limited to the specific embodiments disclosed andthat modifications and other embodiments are intended to be includedwithin the scope of the appended claims. Although specific terms areemployed herein, they are used in a generic and descriptive sense onlyand not for purposes of limitation.

A. Compressed MaxiCode

An element of the automatic package sortation and pre-load processdescribed herein is a system and method for MaxiCode compression. AMaxiCode is a two-dimensional symbology that encodes roughly 100characters of data in an area of one square inch. MaxiCodes arewell-known in the art and have been the subject of several patents,among them U.S. Pat. No. 5,610,995 to Zheng et al. and U.S. Pat. No.6,149,059 to Ackley. In 1996, the American National Standards Institute(ANSI) recommended MaxiCode as the most appropriate vehicle for sortingand tracking transport packages and carriers such as the United ParcelService (UPS) use MaxiCodes on shipping labels to encrypted basicbilling and shipping information. To date, however, the storage capacityof the MaxiCode label has restricted encoding to basic top-levelshipping information such as city, state and zip.

The following paragraphs describe a compression and decompressionprocess to increase the amount of data that can be encoded in aMaxiCode. As described below, the additional storage capacity of acompressed MaxiCode permits shipping information at the level of streetaddress to be encoded in a shipping label and results in an improvedpackage sortation process.

FIG. 1 is a high-level flowchart that shows the process for MaxiCodecompression and decompression in accordance with an embodiment of thepresent invention. In FIG. 1, a user program 110 captures labelinformation and formats the label information as an ANSI-compliantinterface string (“interface string”). In the embodiment describedbelow, ANSI-compliant means that the interface string matches the ANSIformat described in the ANSI specification MH10.8.3M-1996; however, oneof ordinary skill in the art will readily recognize that the presentinvention is not limited to this specification. The ANSI specificationis inclusive where pertinent as to the content and/or encoding for eachfield and describes a sentence structure for the data. Elements of thesentence include messages and formats. In one embodiment, a messagecontains two formats; and messages and formats use headers and trailersto identify where they begin and end, and to identify their type.

The format types that are used in a preferred embodiment are ‘01’ fortransportation, ‘05’ for application identifiers; and ‘07’ for free formtext data. Thus, ANSI-compliant interface strings (input to thecompressor) and ANSI-compliant label strings (output from thecompressor) are essentially messages incorporating formats ‘01’/‘05’ and‘01’/‘07’ respectively. In one embodiment, formats ‘01’ and ‘05’ carrypredominantly printable ASCII data (32 to 127 decimal, excluding ‘*’ (42decimal)), while format ‘07’ is restricted to the following 55 differentsymbols: (<CR>, ‘A’, ‘B’, ‘C’, ‘D’, ‘E’, ‘F’, ‘G’, ‘H’, ‘I’, ‘J’, ‘K’,‘L’, ‘M’, ‘N’, ‘O’, ‘P’, ‘Q’, ‘R’, ‘S’, ‘T’, ‘U’, ‘V’, ‘W’, ‘X’, ‘Y’,‘Z’, <Fs>, <Gs>, ‘ ’, ‘”’, ‘#’, ‘$’, ‘%’, ‘&’, ‘′’, ‘(‘,’)’, ‘*’, ‘+’,‘,’, ‘−’, ‘.’, ‘/’, ‘0’, ‘3’, ‘4’, ‘5’, ‘6’, ‘7’, ‘8’, ‘9’, ‘:’).

FIG. 2 shows a data specification for an interface string in accordancewith one embodiment of the present invention. Data elements are placedin a prioritized sequence so that lower priority data elements are morelikely to be impacted in the event that data truncation occurs in thecompression or label generation processes that follow. As an example,the data specification shown in FIG. 2 allocates five fields to storeshipping destination address information; these fields are “ship toaddress line 1” through “ship to address line 5.” If more information isstored in the destination address fields than can be represented by aMaxiCode, the address is truncated. In a preferred embodiment, notruncation occurs until the ‘07’ format of an ANSI-compliant labelstring is populated with at least 45 symbols. Because the symbols arepost compression, the number of ANSII characters incorporated in theinterface string prior to truncation can vary.

In a preferred embodiment, no fields are explicitly protected fromtruncation as any field destined to reside in the ‘07’ format(compressed area) is susceptible to truncation. However, as a practicalmatter, the most critical shipping information is rarely truncated. Toavoid the loss of critical shipping information, the user program 110 isconfigured to store the most important destination address data in thosefields that are least susceptible to truncation. Table 1 illustrates acompression priority order for data fields in accordance with oneembodiment of the present invention. In this illustration, the datafields with the lowest priority are least susceptible to being truncatedas part of the compression process.

TABLE 1 Field Name Priority Comment Ship to Address 1 Is intended tohold the “street” portion Line 1 of the destination address Ship toAddress 2 Is intended to hold the “room/floor” Line 2 portion of thedestination address Ship to Address 3 Is intended to hold the“department” Line 3 portion of the destination address Ship to Address 4Is intended to hold the “company” Line 4 portion of the destinationaddress Julian Date of 5 Indicates the date the package was Pickuplabeled. Ship to Address 6 Is intended to hold the “attention” Line 5portion of the destination address Address Validation 7 Flag indicateswhether the content of the ship to address was validated Weight 8Shipment N of X 9 Contains package “N” of “X” total packages in ashipment Shipment ID 10 Contains a number that identifies a shipment

FIG. 3A shows an exemplary destination address as it might appear on ashipping label. FIG. 3B shows the same destination informationreformatted by the user program 110 as an uncompressed interface stringaccording to the data specification requirements shown in FIG. 2. If thecompression priority order shown in Table 1 were applied to thisexample, the shipping information most susceptible to truncation by thecompression process of the present invention is the “Attn: Sam Smith.”

Returning to FIG. 1, the interface string from the user program 110 issent to a compressor application 115 which compresses the destinationaddress data and reformats the record as an ANSI-compliant label string(“label string”). The compression algorithm used in the compressionapplication 115 is a novel modification of a traditional Huffmanencoding technique. A Huffman compression algorithm assumes data filesconsist of some byte or character values that occur more frequently thanother byte values in the same file. By analyzing data that is typical ofthe data to be encoded, a frequency table can be built for eachcharacter value that appears within the data. A Huffman tree is thenbuilt from the frequency table. The purpose of the Huffman tree is toassociate a bit string of variable length with each character value inthe frequency table. More frequently used characters are assignedshorter strings, while characters that appear less frequently areassigned longer bit streams. In this manner, a data file may becompressed.

The compression algorithm implemented in the compression application 115differs from traditional compression algorithms in several importantaspects. First, other compression algorithms known in the art compressat a file or record level. In contrast, the compression technique of thepresent invention compresses specific fields within a record. In apreferred embodiment, the compression routine predominately compressesaddress-type data. Secondly, the compression algorithm of the presentinvention does not limit the compression substitution to singlecharacter values. Instead, the compression technique described hereinsearches for and replaces strings of characters. In a preferredembodiment, character strings vary from one to four characters inlength.

FIGS. 4A-4H show a compression substitution table in accordance with oneembodiment of the present invention that associates bit strings to eachof the character strings that appear in shipping destination addresses.This substitution table is the result of recursive tests run againstapproximately five million package label records to identify thecharacter strings in the compression substitution table and to identifythe frequency in which these character strings appear in destinationaddresses. More frequently used character strings were assigned shorterbit strings and less frequently used character strings were assignedlonger bit strings.

To compress the data from the ANSI compliant interface string, thecompressor reads in the fields in prioritized order, as dictated byTable 1. Compression of the fields occurs till the total length of thecompressed string is 31 bytes. A truncation flag is set in the header,which is prepended to this stream of 31 bytes, resulting in a total of32 bytes. The resultant 32-byte stream may contain values ranging from 0to 255. This compressed stream is then mapped to our set of 55 possiblevalues, resulting in a stream of 45 bytes. This is the stream which isplaced in the ‘07’ format portion of the ANSI compliant label string(output from the compressor). FIG. 5 shows a data specification for thelabel string outputted by the compressor application 115 in oneembodiment of the present invention.

The label string is then formatted into a printable format and ashipping label that includes a MaxiCode symbol is printed. Whereas spaceconsiderations limit the amount of shipping information that can beencoded in the traditional MaxiCode symbol to city, state and zip, thecompression process described above permits greater shipping detail tobe encoded in the MaxiCode. In a preferred embodiment, all of theshipping destination information may be encoded in a compressedMaxiCode.

Returning again to FIG. 1, the decompression process is shown in theright column of the flow diagram. A shipping label containing acompressed MaxiCode is scanned and decoded to create an ANSI-compliantlabel string. The processes for scanning and decoding a two-dimensionalMaxiCode symbology are well known in the art and are described in detailin one or more U.S. patents, one of which is U.S. Pat. No. 5,610,995 toZheng et al. It will be readily apparent to one of ordinary skill in theart that the compressed MaxiCode symbol on a shipping label can bescanned and decoded using a variety of methods and the present inventionis intended to encompass any and all of these. The ANSI-compliant labelstring is then passed to a decompressor application 120, whichdecompresses the label string by performing an inverse mapping of thecompressed data. The decompressor application 120 outputs anANSI-compliant interface string that, in a preferred embodiment, isidentical to the original string that was inputted into the compressorapplication when the label was generated.

In the decompression routine, the decompressor application 120 firstmaps the stream of 55 values back to the compressed stream of 32 bytescontaining 256 possible values (0-255 decimal). The decompressorapplication 120 then reverses the foregoing process by using thecompression substitution table to re-build the destination address byextrapolating all of the bit strings stored in the compressed fields totheir original character form. The decompressor places an ‘*’ (42decimal) character into any field which had been truncated, if thetruncation flag is set.

B. Smart Label

Another element of the package sortation and pre-load process of thepresent invention is a method and system to create smart shippinglabels. A smart shipping label 200, as that term is used herein, isshown in FIG. 6 and includes a routing code 210, a postal bar code 215,a service icon 220, a tracking number 225, a tracking number bar code230 and a compressed MaxiCode 235. Much of the information encoded onthe label is in machine-readable format that allows the automation ofthe sortation and pre-load processes.

FIG. 7 shows the architecture of a smart shipping label generationsystem 300 in accordance with an embodiment of the present invention.The architecture comprises a customer shipping system 310 incommunication with a carrier server (hereafter a “UPS server”) 315. Thecustomer shipping system 310 may be a proprietary system of the clientor may be one of several shipping systems available from third-partyvendors. The customer shipping system 310 includes a client application320 in communication with a smart label tool 325. In the preferredembodiment, the client application 320 resides on an AS/400 or WindowsNT platform. But it will be readily apparent to one of ordinary skill inthe art that this list of platforms is exemplary and that the smartlabel system may be configured to run on other platforms as well.

In a preferred embodiment, the smart label tool 325 resides at thecustomer site as part of the customer shipping system 310, but it shouldbe readily apparent that the smart label tool 325 can reside on the UPSserver 315 or a third-party server as well. As shown in FIG. 7, thesmart label tool 325 uses a formatted output sub-system (FOSS) engine330 to generate shipping label image files. FIG. 7 also shows thecommunication between the customer shipping system 310 and the UPSserver 315. As described below, a customer shipping system 310 equippedwith a smart label tool 325 is capable of generating a smart shippinglabel without accessing the UPS server 315. In a preferred embodiment,however, the customer shipping system 310 accesses the UPS server 315 ona quarterly basis to update the routing code tables that are used togenerate the routing code 210 on the smart label. In addition,documentation and other software updates will reside on a UPS serverwebsite and may be accessed by the customer shipping system 310 asneeded.

FIG. 8 illustrates the architecture of the smart label tool 325. Thesmart label tool 325 includes an application program interface (API) 350configured to communicate with both the client application 320 and asmart label tool interface 355. In a preferred embodiment, the smartlabel tool interface 355 functions as a front end to control thecommunication between the FOSS engine 330 and the client application320. Additional components of the smart label tool that are notillustrated in the figure are a configuration file that handles thesystem settings and a series of output logs that track the operation ofthe system and errors that occur during the process.

The following paragraphs describe the operation of the smart label tool325. The process begins with the client application 320 sending packagelabel data to the API 350, which, in turn passes the label data to thesmart label tool interface 355. The API 350 thus functions as aninterface between the customer shipping system 310 and the smart labeltool 325. The smart label tool interface 355 receives the labelinformation from the API and performs a data validation routine toconfirm that the label information includes all of the elements neededto generate a smart label and/or a pickup summary barcode (PSB). Ifessential data is missing from the label information, an error code anda detailed report of the error are generated.

Once the system determines that the requisite label information ispresent, the smart label tool interface 355 passes the label data to theFOSS engine 330, which compresses the shipping destination address ofthe label information using the MaxiCode compression process describedabove. The FOSS engine 330 takes the label data as input and generatesan electronic image of a smart shipping label, which is then written tothe client hard-drive, where it can be printed and affixed to a package.

C. Pre-Load Assist System

Still another aspect of the package sortation and pre-load process ofthe present invention is the use of the compressed MaxiCode in apre-load assist system (PAS). One of the critical stages in any parceldelivery system is the pre-load sortation of packages that occurs at acarrier destination facility. Pre-load sortation is a process in whichemployees of the carrier, referred to herein as pre-loaders, loadpackages onto delivery trucks for delivery to the ultimate destination.A carrier destination facility generally has a plurality of package carsthat are being pre-loaded simultaneously. In addition, each package caris equipped with a plurality of shelves to hold the packages to bedelivered.

Pre-loaders have the responsibility of ensuring that the packages areloaded on the correct shelf of the correct package car and, to date,this process has been manual. Pre-loaders physically examine thedestination address on the package label and determine from memory,which package truck delivers to that address and which shelf on thetruck holds the packages for that address. This is a complex task andrequires that pre-loaders receive extensive training on how to properlyload packages. Not surprisingly, the manual intensiveness of thispre-load process causes errors in pre-loads and increased trainingcosts. In today's environment with high turnover rates, the increasedtraining time negatively impacts the ability to create and sustain aworkforce capable of providing quality loads.

A PAS enables simplification of the pre-load operations by providing ahandling instruction for every package handled by a pre-loader. Thehandling instruction indicates the route (delivery vehicle) and the loadposition within the delivery vehicle for loading the package. FIG. 9 isa high-level diagram that illustrates the operation of a PAS accordingto an embodiment of the present invention. In Step 1, a package bearinga smart shipping label arrives at the carrier destination facility. Thepackage is scanned and the destination address of the package iscaptured from the compressed MaxiCode symbol. In Step 2, the destinationaddress captured from the scanning process is validated. If thevalidation routine returns an error, a pre-loader is prompted to reviewthe electronically captured address against the destination addressprinted on the shipping label.

Once the destination address passes the validation routine withouterror, the process proceeds to Step 3 and the destination address issent to the PAS tool. The PAS tool receives the destination address asinput and compares the address against a dispatch plan to determinewhich delivery truck is assigned to deliver to the destination addressand which shelf on the delivery truck will hold those packages that aredelivered to that address. The PAS tool then generates a package assistlabel (PAL) 500.

The PAL 500 is a mechanism for conveying the pre-load handlinginstructions 510. FIG. 10 illustrates a PAL 500 in accordance with oneembodiment of the invention. In this example, three digits on the leftside of the PAL (“208”) indicate the delivery vehicle and route forloading the package. The four digits that follow the hyphen (“7000”)indicate the load position, sometimes known as a shelf position, withinthe delivery vehicle for loading the package. Other information that ispresent on the PAL 500 illustrated is a package tracking number 225,primary 515 and secondary 520 package sortation information, a low tohigh indicator 525, a commit time 530 and an irregular drop-offindicator 535. In a preferred embodiment, the primary 515 and secondary520 sortation numbers identify the primary and secondary sortation beltsfor the package. The presence of this information on the PAL 500simplifies the movement of the package to the sortation belt thatdelivers the package to the package car. The low to high indicator 525,indicates an order for loading a package car and in one embodiment isbased on a primary street number of the package destination address.Thus, if a street range is given a handling instruction (i.e. 1-10 MainStreet as R120-1888), if a low to high indicator 525 is set the packagesare loaded from 1-10. On the other hand, if a load to high indicator 525is not set, packages are loaded high to low (10-1 in this example). Inone embodiment of the invention, an order is set in a dispatch plan andtakes into account the direction a driver will be delivering for aparticular street range. The commit time indicator 530 on a PAL 500indicates when a package is committed for delivery at a particular time.In a preferred embodiment, a commit time may be based on the servicelevel desired by the customer, such as Next Day Air, Second Day Air orGround. Also in one embodiment of the present invention, the irregulardrop-off indicator 535 on a PAL 500 indicates the location in thefacility where irregular packages are sorted manually. Irregularpackages are typically too large or too heavy or shaped in such a waythat they cannot be placed on a sortation belt. In Step 4, a PAL 500 isaffixed to the package and in Step 5, the package is loaded pursuant tothe loading instruction on a PAL 500.

Several advantages arise from the use of a compressed MaxiCode in a PASsystem. First, the pre-load operation is greatly simplified bygenerating handing instructions for each package in the pre-loadprocess. The simplified presentation of handling instructions allows aninexperienced pre-loader to become productive almost immediately as theknowledge base necessary to perform the pre-load operation is reduced.Prior to the present invention, pre-loaders were required to memorizepotentially hundreds of addresses to load a delivery vehicle. Using theprocess described above, a pre-loader can readily perform the pre-loadoperation relying largely on the information present on the PAL 500.

Another advantage to the compressed MaxiCode and PAS process is that acarrier had greater flexibility to update dispatch plans. Becausepre-load handling instructions are based upon a dispatch plan,significant changes to a dispatch plan often result in changes to thepre-load process. In the past, because the pre-load handlinginstructions were knowledge based, a carrier would be limited on howoften it could change its dispatch plan without disrupting the pre-loadoperation. By reducing the knowledge base through the generation of thepackage handling instructions 510 on a PAL 500, a carrier can modify itsdispatch plan without negatively impacting the pre-load process. This,in turn, creates the possibility that dispatch plans can be modifieddynamically to provide customized delivery times. Great flexibility thusresults from the ability of a pre-load application to receive a dispatchplan and generate a scheme or plan for pre-loading. As packages arriveat a carrier facility the destination address is captured by a pre-loadlabel application and compared against a dispatch plan, or in anotherembodiment against a pre-load plan, to generate handling instructionsfor that package. In the above-described embodiment, the handlinginstructions are generated on a PAL 500, but one of ordinary skill inthe art will readily recognize that other methods of generating handlinginstructions are available. For example, in another embodiment of thepresent invention, package handling instructions are sent to a monitorthat a pre-loader reviews as a package is loaded onto a package car.

As a result of the present invention, dispatch plans previously designedbased upon dated historical data are now designed using more accurate,more recent information. In addition, the basis for dispatch plansdesigns are not limited to historical data and may be based at least inpart on a forecast of work for the day that the dispatch plan will beexecuted. Thus, in an embodiment of the present invention, dispatchplans and pre-load schemes are updated daily to accommodate the workvolumes anticipated for a given day. In addition, in an embodiment ofthe present invention, a user may adjust a dispatch plan in real-time toallow for more current data to be factored into the dispatch plan.

D. Dispatch Planning System

Dispatch plans are well known in the art and are used daily bycommercial carriers. In general, the term refers to the method in whichwork is assigned to carrier service providers (including pickup anddelivery vehicles) to allow packages to be picked up and delivered in anorderly manner. The following paragraphs describe a dispatch planningsystem (DPS) by which a dispatch plan is created; however, it will bereadily apparent to one of ordinary skill in the art that the presentinvention is equally advantageous with any dispatch plan no matter whatmethod is used to create it.

The first step in automating a pre-load operation is to electronicallycapture one or more dispatch plans. A DPS in accordance with the presentinvention creates and maintains a variety of dispatch plans. Prior tothe present invention, a single dispatch plan would be created andimplemented manually. Changes to a dispatch plan required carefulplanning and communication between a center management team in charge ofthe dispatch plan and a pre-load team charged with the pre-loadoperation. The reason for this was that changes to the dispatch planaffected a change to the delivery vehicle routes and thus necessitatedchanges to the pre-load handling instructions. The present inventionallows a user to update or change a dispatch plan and to implementautomatically that change in the pre-load operation.

One function of a DPS is to generate and publish to the PAS a dispatchplan that best reflects the anticipated volume and/or routeoptimizations for a given day. In a preferred embodiment, the PASreceives electronically the dispatch plans from the DPS as well aspackage data from a flexible data capture (FDC), which is part of theproduction flow system. Package data may arrive electronically via anorigin package level detail (OPLD) feed into FDC or may be enteredmanually at a pre-load site by an operator. The PAS matches the packagedata to the dispatch plan and produces a PAL that is applied to eachpackage. The PAS provides the ability to monitor the pre-load operationsand make adjustments to the dispatch plan during a package sort toaccount for unexpected changes in sort volume or carrier staffing.

A common component in a DPS is a graphical user interface (GUI) thatallows a user to easily generate a dispatch plan and compare thedispatch plan against alternative dispatch plans. Using the GUI, a DPSuser can simulate different dispatching options and access a detailedcomparison of two or more dispatch plans. In addition, a user canprovide a sensitivity analysis to contrast multiple dispatch plansacross different variable values. To illustrate, a DPS in accordancewith the present invention might compare multiple dispatch plans acrossseveral cost-benefit scenarios.

In the DPS described below, GUIs are used to simplify the process ofplanning, assigning work and simulating dispatch plan alternatives byusing a series of map overlays that allow a user to dispatch work indifferent combinations. In one embodiment, an operator uses theinterface to simulate a variety of dispatch plans via commands and/orthrough “click and drag” operations.

FIG. 11 illustrates a first layer of a map overlay that represents nextday air work assignments for a given geographical area. The map overlaysallow a user to highlight street segments, clusters of sequence numbersor clusters of ZIP+4s and assign work to a specific driver. As the workis assigned, a variety of dispatch statistics are calculated. Forexample, in one embodiment, planned work hours and delivery statisticsare calculated as delivery stops are assigned. Other statistics relatingto dispatch may be similarly calculated as will be readily apparent toone of ordinary skill in the art. Another benefit of the system is thathistorical data can be used in conjunction with the interface to allow auser to estimate an expected delivery time for any set of stops in acluster.

FIG. 12 illustrates a second layer of the map overlay for the samegeographical area. This second layer represents pickup work assignmentsfor the geographical area and a user uses this layer to assign pickupwork to the drivers that service the area. Customer requests, volumeavailability requirements and delivery area statistics generallydetermine pickup work. The user assigns pickups based on theserequirements and characteristics. As with the first layer, the secondlayer calculates dispatch statistics as work is assigned and provides agraphical representation of the pickup area. In a preferred embodiment,every pickup point, as identified by its ZIP+4, can be expanded on thescreen to provide additional information, such as for example, scheduledpickup time and historical pickup time. Moreover, specific pickups thatare subsequently assigned to other drivers can be specifically excludedfrom a route of a driver assigned to the area using this second layer.

FIG. 13 illustrates a third layer of the map overlay for the samegeographical area. This third layer represents other delivery workassignments for the geographical area and a user uses this layer toassign other delivery work to the drivers that service the area. Oncepickups and one-day deliveries have been assigned, the third dispatchplanning layer allows the user to assign the balance of the workclusters available in the selected area as defined by a historical setof data points. In an alternative embodiment, actual ZIP+4 information(including street information or a portion thereof) that is availableprior to the pre-load start time is used to develop dispatch plansrather than relying on historical or work measurement data. Aftercluster work assignments are completed, a user can design a trace(delivery route) manually, using existing sequence numbers as a tracingscheme. Alternatively, drives or other carrier service providers may begiven the option to design a trace or, in still another embodiment,optimization algorithms may be used to enhance the trace design.

As will be readily apparent to one of ordinary skill in the art, avariety of methods for designing a trace may be used with the presentinvention, including manual route design, wherein a user clicks anddrags from one street segment to another thereby building the trace onestreet at a time. Alternative methods for designing a trace includedriver adjustments that allow a driver to make route adjustments andcommunicate the adjustments directly via the PAS, routing based onexisting sequence numbers, routing optimization based on operationsresearch algorithms or a combination of the above.

Upon completion of the dispatch planning in the third layer, DPSprovides the user with final dispatch plan results including anyunassigned street segments, sequence numbers, ZIP+4 clusters, finalplanned times and overlaps flagged as in error or needing additionalrevision. Once a final dispatch plan is designed, including routingdetail, it is published to the PAS for execution.

FIG. 14 illustrates a fourth layer of the map overlay for the samegeographical area. This fourth layer is used to evaluate dispatch planperformance and to provide feedback to the dispatch plan designer. In apreferred embodiment, the information provided by the fourth layer ofthe map overlay includes: actual trace of the driver (driver mapping),late next day air stops, inconsistent dispatch adjustments, send-againsafter specific times, non-consecutive send-agains, pickups before apreset time, and high claim accounts.

In a preferred embodiment, historical information supporting the DPS canbe used to develop special day plans and contingency plans. Further, theDPS of the present invention will allow a user to develop multipledriver level plans that can be communicated directly to the PAS based onprojected package volume levels. In one embodiment, a fifth level of themap overlay is available that contains statistics aimed towards reducingservice failures and improved performance. As an illustrative example,pickup and delivery stops that have a high claims history arehighlighted and given special attention to avoid future claims.

FIG. 15 is a PAS process flow diagram that shows how the routing systeminterfaces with the address information and sequencing system totranslate the routing and dispatch information into pre-load sorting andloading instructions for use in the PAS. In addition, the routing systemassists in the assignment of simplified sequence identifiers, which aidin pre-load simplification. The routing system is designed tographically illustrate a delivery vehicle shelf configuration and thedestination address ranges assigned to a specific driver. In a preferredembodiment, the routing system is further configured to allow a user tomake click-and-drag adjustments as needed to modify the loading andhandling instructions communicated to the PAS.

The aforementioned invention, which comprises an ordered listing ofselectable services can be embodied in any computer-readable medium foruse by or in connection with an instruction execution system, apparatus,or device, such as a computer-based system, processor-containing system,or other system that can fetch the instructions from the instructionexecution system, apparatus, or device and execute the instructions. Inthe context of this document, a “computer-readable medium” can be anymeans that can contain, store, communicate, propagate, or transport theprogram for use by or in connection with the instruction executionsystem, apparatus, or device. The computer readable medium can be, forexample but not limited to, an electronic, magnetic, optical,electromagnetic, infrared, or semiconductor system, apparatus, device,or propagation medium. More specific examples (a non-exhaustive list) ofthe computer-readable medium would include the following: an electricalconnection (electronic) having one or more wires, a portable computerdiskette (magnetic), a random access memory (RAM) (magnetic), aread-only memory (ROM) (magnetic), an erasable programmable read-onlymemory (EPROM or Flash memory) (magnetic), an optical fiber (optical),and a portable compact disc read-only memory (CDROM) (optical). Notethat the computer-readable medium could even be paper or anothersuitable medium upon which the program is printed, as the program can beelectronically captured, via for instance optical scanning of the paperor other medium, then compiled, interpreted or otherwise processed in asuitable manner if necessary, and then stored in a computer memory.

Further, any process descriptions or blocks in flow charts should beunderstood as representing modules, segments, or portions of code whichinclude one or more executable instructions for implementing specificlogical functions or steps in the process, and alternate implementationsare included within the scope of the preferred embodiment of the presentinvention in which functions may be executed out of order from thatshown or discussed, including substantially concurrently or in reverseorder, depending on the functionality involved, as would be understoodby those reasonably skilled in the art of the present invention.

It should be emphasized that the above-described embodiments of thepresent invention, particularly any “preferred embodiments” are merelypossible examples of the implementations, merely set forth for a clearunderstanding of the principles of the invention. Any variations andmodifications may be made to the above-described embodiments of theinvention without departing substantially from the spirit of theprinciples of the invention. All such modifications and variations areintended to be included herein within the scope of the disclosure andpresent invention and protected by the following claims.

In concluding the detailed description, it should be noted that it willbe obvious to those skilled in the art that many variations andmodifications can be made to the preferred embodiment withoutsubstantially departing from the principles of the present invention.Also, such variations and modifications are intended to be includedherein within the scope of the present invention as set forth in theappended claims. Further, in the claims hereafter, the structures,materials, acts and equivalents of all means or step-plus functionelements are intended to include any structure, materials or acts forperforming their cited functions.

That which is claimed:
 1. A system for performing a package pre-loadoperation in accordance with a dispatch plan, wherein each of aplurality of packages has a first shipping label including a destinationaddress, said system comprising: a pre-load assist tool configured toreceive said destination address and compare at least said destinationaddress against said dispatch plan to generate a package handlinginstruction, wherein said package handling instruction identifies: (a) acertain vehicle from a plurality of vehicles, where the certain vehicleis responsible for work performed at said destination address; and (b) acertain load position from a plurality of load positions on said certainvehicle, where the certain load position is based at least in part onthe destination address or the dispatch plan, and wherein the certainload position is assigned to a first package and a second package; and(c) a sequencing scheme, wherein the sequencing scheme is configured toindicate the relative position within the certain load position of thefirst package and the second package.
 2. The system of claim 1, whereinsaid package handling instruction identifies one or more sortation beltsultimately destined for said certain vehicle.
 3. The system of claim 1further comprising: a package scanning device to capture a destinationaddress from said first shipping label, wherein said package scanningdevice is selected from the group consisting of: a bar-code scanner, aMaxiCode scanner, and a radio frequency identification tag reader. 4.The system of claim 1, further comprising: a plurality of sortationbelts configured to direct said plurality of packages toward saidplurality of delivery vehicles, wherein said package handlinginstruction identifies one or more of said sortation belts ultimatelydestined for said certain vehicle, such that each of said packages movestoward said certain vehicle according to said package handlinginstruction.
 5. The system of claim 1, further comprising: a dispatchplanning application that generates said dispatch plan and publishessaid dispatch plan to said pre-load assist tool.
 6. The system of claim1, wherein said package handling instruction is determined by saiddestination address, a service level identifier, a commit time, or acombination thereof.
 7. The system of claim 1, further comprising: anaddress decompression routine configured to receive said destinationaddress, decompress any compressed data within said destination address,and return said destination address in a decompressed format to saidpre-load assist tool.
 8. The system of claim 1, wherein said pre-loadassist tool monitors work allocated to each of said plurality ofdelivery vehicles.
 9. The system of claim 1 wherein the dispatch plan isbased at least in part on a forecast of work for a day that the dispatchplan will be executed.
 10. The system of claim 1 further comprising: alabel generation device that generates a second shipping label thatincludes said package handling instruction.
 11. The system of claim 10,further comprising: a label application device that affixes said secondshipping label to said package.
 12. The system of claim 1, furthercomprising: an address validation system that receives said destinationaddress and returns an error code if said destination address is not avalid address.
 13. The system of claim 12, wherein said pre-load assisttool prompts a user to compare said destination address against saidlabel address on said first shipping label if said error code isreceived from said address validation system.